Train-stop.



W. E. WINE.

TRAIN STOP. 7 APPLICATION FILED MAY 2'4, 1913.

IN VEN TOR. WITNESSES Patnted Feb. 8,1916.

4 SHEETS-SHEET l.

w. E. WINE.

TRAIN ST OP. APPLICATION FILED MAY 24, 1913- I I I v Q I PatentedFeb.-8, 1916.

" 4 SHEETS-SHEET 2.

1 I J 4 I IN VEN TOR.

WITNESSES 'w. E. WINE.

TRAIN STOP. APPLICATION FILED MAY 24, i913.

I 4 SHEETS-SHEET 3- IN VEN TOR.

WITNESSES.- I

dw. may

Patented "Fab. 8; 19 16..

W. E. WINE. mm STOP. APPLICATION FILED MAY 24, I913.

Patent ed Feb. 8; 1916.

4 SHEETS-SHEET 4.

; 'lIIIIlIIlIIII'llIII/l INVENTOR,

WITNESSES.-

" UNITED sTArEs PATENT ora on.

WILLIAM E. WINE, OF WILMINGTON, NORTH CAROLINA.'

To all whom it may concern:

' Be it known that 1, WILLIAM -E. WINE, a

citizen of 'the J-United States, residing at Wilmington, in the countyof New Hanover and State oLNorth-Carolina, have invented certain new anduseful Improvements 1n Train-Stops, of which the following is a hereof.

specification, reference being had to the accompanying drawings, forminga part My invention relates to improvements in train stopping andcontrolling devices, wherein a moving .train may be brought to astopwithout the-assistance of the eng1ne-. man. Brakeoperating devices ofthis character employelectrically operated and other delicatelyconstructed mechanisms on the locomotive to accomplish their object andin some cases the devices are applied as attachments to the presentoperating levers,

etc., which in actual service wouldnot only be impracticable butdangerous to the engineman. Y

The object ofemy invention is to so con struct a train stoppingmechanism that it will operate mechanically and conform,1n character andruggedness of construction to other devices now in use on locomotives.

A further objectof my invention is to With these and otherobjectshereinafter explained inview,my invention consists in "the.construction and combination of elements hereinafter. described andclaimed.

Referring now to the drawings, Figure 1 shows a condensed arrangementof, the device; Fig.2 is a side view of the trip device; Figf3 is a partrear view and section on line 3+3; Fig. 4'-is afsection on'line 4-4;Fig.

5 is :1V vertical-section of the trip valve; Fig. 6 is a verticalsection of .the controlvalve;

Fig. 7 is a vertical'section of the auxiliary throttle valve; Fig. 8 isafront view of the device applied, to a locomotive and in the act ofbeing t'ripped'bv the tripping device along, side the track; 9'is .aplan viewof the tripping device; Fi lO'is a plan view of the trip lever.applie to a locomotive cylinder.

- Similar characters designate like parts throughout the several figuresof the drawmgs. I

,. TRAIN-STOP;

Referring now to the parts by number, 1 represents an engineers brakevalve, 2 a train pipe,3 pipe leadingto brake arrange- Patented FebLB,1916. Application filed May 24, 1913. Serial No. 769,654. i I

ment on the locomotive, {1 pipe leading from engineers valve 1 to mainreservoir 5 which is supplied 'wlth compressed air through onpractically all locomotives.v Itis in conconnected at a suitablelocation to the engi: neers valve 1,- at one end and to the trip pipe 6,these devices being in present use valve 8 at the other end.-Intermediate the -two ends of pipe 7 are branches 9, 10 and 11 .leadlngto the controlvalve- 12, auxiliary throttle valve. closing device 13 andthe pressure recording gage 14 respectively.

The auxiliary throttle 15 is connected to the closing device by a lever16, and is located at somefpoint in the steam pipe betweenthe-imai-nithrottle valve and the cylinders of-the'locoinotive, .being' shown inthe drawings at the. junction of the dry pipe .18 and steam pipes 19,shown by, dotted lines.

The control valve 12 is also connected to the train pipe 2;by branchpipe 17.

The operation of the arrangement is as follows: Air is supplied to themain reserw voir 5 through'pipe 6, then through pi e 4" andengineers-valve 1 into pipes 2, 1 7, 9, 10, and 11. But en'gineers valveis so constructed that air willnot flow into pipe 7 except when thehandle of the engineers valve is in full release position, the 5 vobject of which will -be'shown lateron in this description. The pressurein all the pipes having equalized and the handle of the valve 1 placedin running position, then should the trip valve 8 be suddenly opened 5it remains open until the pressure in pipe- 7 is reduced to practicallythat of the sur-,

rounding atmosphere and then closes auto matically. There being no'wayat the air pressure to reach pipe 7 through engineers valve-1 when thehandle 20 is in running position, the pressure therein. will remainreduced until the handle of the" engineers valve is again placed in fullreleaseposition; This reduction infipressure causes thecontrol-valve 12,(the .operation ofwhich will .be explained later) to open the pipe 17 tothe atmosphere, which immediately reduces. the pressure in the trainpipe-2 and causes the rakes vof the train to be appliediu theusual'manner. This opening, made the whistle will sound, bringing thematter to the attention of the engineer and fireman.

In order that a record may be kept of the number of automaticapplications of the brakes during a given period, a ressure recordinggage 14 is connected to t e pipe 7 by the pipe 11.

The reduction in pressure in pipes 7 and 10 causes the triple valve 22to admit air from auxiliary reservoir 23 into cylinder 24, moving pistonrod 25 and lever 16 in a manner to close the auxiliary throttle 15.

It will be seen from the foregoing description that any reduction in thepressure within the pipe 7 will cause the control valve 12 to exhaustair from the train pipe, applying the brake on the entire train, andsimultaneously close the auxiliary throttle, cutting off the flow ofsteam to the cylinders of .the locomotive. In order to restore thepressure in pipe 7 it is only necessary for the engineer to turn thehandle of the valve 1 into full release position, thereby releasing thebrakes on the entire train and simultaneuou'sly restoring all thedevices of this invention to their normal position.

"From the construction of my device it can be applied to any steamlocomotive, requires no additional knowledge or skill in its operationthan is'now required for the operation and maintenance of a locomotiveand .will

cause the train to be stopped, if by negligence or otherwise theengineer shoulddisregard a danger signal.

The trip valve 8 is mounted in a casing 26- which is preferably locatedon the locomotive cylinder in order that the heat therefrom may preventthe accumulation of ice about the valve in cold weather.

In Figs. 2,3, and 4 the casing 26 is-secured to flange .27 which'isadapted to be bolted to the side of tliecylinder of a loc o-' motive.The flange 27 is provided with a bracket 28 on its lower end which has asupporting bearing 29 on its outer end on which rests the trip lever 30.The trip lever30'is held in position between .casing 26 and bearing 29by pin 31 and is caused to normally stand in position shown by thespring 32 which is connected by rod 33 to an arm 34. The position of thetrip lever in the act of being tripped is shown by dotted lines as 30.Near the inner end of the trip lever is a pocket 35 which engagesadepending arm 36 of the trip valve operating bell crank 37, theb'ellcrank being 'journaled on the pin 38 engages the verticallyreciprocating operating stem 39. In moving the tri lever 30 on stem 39moving same upward, the result of which Will be fully explained underthe description of the trip valve 8. The trip valve 8 is provided withlugs 8 engaging guide ways 26 on the inside of the casing 26. In orderthat the trip valve may be held rigidly in position a set screw 26 isplaced in the top of the casing 26 and engages the top of valve 8, thuspreventing either lateral or vertical movement of the trip valve.

In Fig. 5 the trip valve 8 is shown in vein. tical section, the upperchamber 40 being in open communication with the pipe 7 and separatedfrom chamber 41 by the dividing wall 42 and puppet valve 43. The valve43', held on its seat 44 byspring 45 has a guide stem 46 on its upperside engaging a. suitabl.a guide Way in the cap 47. The operating stem39 is provided with a disk 39 on its lower end in order to provide amplebearing surface for the short arm of the bell crank 37. The cap 48 isprovided with a cylindrical chamber 49 which communicates with chamber41 through port 50. The piston 51 is attached to the operating stem 39near its upper end and is provided with water grooves 52, the operatingstembeing also j provided with water grooves 52*. In the top of theoperating stem 39 is a seat which engages the lower extension of thevalve stem 46. The operation of the trip valve 8 is as follows: Theoperating stem 39 being pushed upward by bell crank 37 the puppet valve43.is lifted from its seat and piston 51 uncovers port 50,- allowing airtoescape, from I chamber 40 into chamber 41 and out through port 53 tothe atmosphere, at the same time filling chamber 49 through port 50withair at its exhausting pressure. As soon at the bell crank 37 hasreleased the, operating stem I 39 the spring 45 forces the valve 43 and'piston 51 downward until piston 51 closes port 50 men the downwardmovement is'suddenly checked by the compression of the air in chamber49, until the air in this chamber has had time to leak around piston 51.

the cylinder 57. The slide valve is provided with a spring 58 forholding it in proper working position and also has a port 59 verticallythrough it. The body of the control valve is provided with ports or airpassages 60, 61 and 62 which are connected to pipes 9and 17 and whistle21 respectively. The positions of piston 54 and slide valve 56 shown inFig. 6 are their normal running positions with the ports 59 and 62closed, and-pressures equalized on both sides of piston 54. As soon asthe trip valve is operated exhausting air froin pipes 7 and 9 the pres ithat when the engineers throttle is Open the sure immediately drops inport 60 and behind piston 54 causing the pressure in port 61 and infront of piston 54 to push the piston to the other end of the cylinderand to cause port 59 tov gage with port 62, thereby providing a directpassage for the air from' pipe 17 through ports 61, 59 and 62 andwhistle 21, which reduces the pressure in pipe 17 andf2, applying thebrakes on the entire train. v

In order to restore the control valve to its normalposition the handleof the engineers valve is placed in full release position, which admitsair pressure from the main reservoir into both pipes 9 and 17 but as theport 61 is still open to the atmosphere through-ports 59 and 62 thepressure in pipe 9 and port 60. behind the piston increases beyond. thaton the front side of the piston and pushes it back into the positionshown, thus causing the ports 59 and 62 to be closed. The air pressurethen builds up equally on both sides of the piston. As pipe 9 and port60 are supplied .with' air pressure through the engineers valve onlywhen the handle of same is in full release position, .a groove 63 isprovided whereby air may slowly pass around and maintain an equalpressure on both sides of the piston 54 and throughout the entire pipingsystem of the device.

The auxiliary throttle is so constructed steam flowing through thesteampipes to the cylinders acts uoon'valve 64,.pushing it open as shownin Fig. 7, the object being to have the valve held closed against thesteam pressure by the operating device 13, when the trip valve 8 hasbeen operated, so that if anything should'fail to work about theoperating device, the steam pressure will hold this valve open. Thevalve 64 is provided. with a cylindrical portion 64 surrounded by.

a guide cylinder 65 which is held tightly in the body 66 by the head 67.Within thecylindrical portion 64 is 3, lug 68 engaging the end of thevalve operating rod 69 the opposite end of which is connected to thelever 16 by pin 7 O. The levers 16 and 16 are bothattached to shaft 71,thus completing the mechanism between the operating device 13 and thevalve 64. \Vhen trip valve 8 is operated and the pressure in pipes 7'and 10 reduced, the triple valve 22 admits air from auxiliary reservoir23 into cylinder 7 24, which causes push rod to move outwardly andthrough the intervention of levers 16 and 16, shaft 71 and valve rod 69the valve 64 is moved to its seat 72, thus shutting off communicationbetween cham ber 18 and 19". The valve 64 having thus been closed itwill remain closed until the pressure in pipes 7 and 10 has beenrestored to normal, when the valve will resume its position as shown inFig. -7 But, for some unknown cause, should the valve not return shownby dotted lines.

.to its normal position, it will be opened by the steam pressure in.chamber 18 when the en gineers throttle is opened. From the constructionof the valve 64 it will be seen that any ratio between the, areas of thetwo ends of the valve, may be obtained by increasing or reducing thediameter of the cylindrical portion 64 t The foregoing description hasbeen confined exclusively to that part of the device which is used onthe locomotive, but in the remaining paragraphs the part of the deviceused in conjunction with the signals or. other track devices, fortripping or operating the trip valve and-lever, will be dealt with.

In Fig. 8 the trip lever and casing 26 The device here shown foroperating the trip lever 30 consists of an anchor post 73 on top ofwhichis .pivotedthe trip bar or movable .ramp 73 at one end, the opposite endbeing connected to the reciprocating member 7 4, operating through thecasing 75. The reciprocating member is made up of three parts 74,74 andspring 76, and is here 79 connected .to the portion 74. The lever 78 andlink 79 form a solid strut when the ramp is out in danger-positioninorder that. no shock may be transmitted to the operating mechanismwhen the trip lever is brought in contact with the ramp by thepassinglocomotive. The spring 76.is placed between :the portions 74 and7 4 of the reciprocating member in order to prevent undue strains in thedevice due to the velocity of the moving trip leveron the locomotive.

When the trippingdevice shown in Figs. 8 and 9 .is located a properdistance from the track and is set, either by automatic or manuallyoperated devices, into the position shown by full linesit is in dangerposition and will engagea-nd'operate the trip lever 30 and valve 8 of alocomotive so equipped which attempts to pass. When the ramp 7 3 ismoved into clear position 73 the operating partstake positions 74', 74,'78v and 79. It will now be seen that in order to stop a moving trainequipped with the devices of this invention, the shaft 77 is caused tobe rotated in such a manner as to causethe ramp 7 3,to be-moved out-intothe path of the I moving trip lever on the side of the cylinder of thelocomotive. The anchor post .73 is placed at a sufficient distance fromcasing 75 100 shown operated by shaft 77, lever 78 andlink engineersvalve,

to make the angular movement of the ramp as small as possible withoutimpairing the strength of the bar. This small angle serves to diminishthe compressive strains in the operating parts within the casing 75 andincreasing the tensile or longitudinal strains in the ramp. i

It will be seen tion that I have accomplished all the object's sought ina thoroughly practical manner without the useof complicated andintricate parts, and that the same ruggedness of construction can befollowed in its parts as now used in the construction of locomotiveparts.

Having thus described my invention I aim in the appended claims to coverall modifications not involving a departure from its spirit and scope.

1. In an automatic train stop, the combination with an air brake system,provided 4 with an engineers valve, of means for operating said brakesystem, comprising a trip valve and a control valve, an operativeconnection between said trip valve and said con trol valve and a direct.operative connection. between said engineers valve and said controlvalve, whereby an operation of'the trip valve controls the actuation ofthe control valve to oneposition and an operation-of the engineer-7svalve controls the actuation of the control valve to another position.

2. In. an automatic train stop, the combination with an air brake systemprovided with an engineers valve, of means for operating said brakesystem, comprising a trip; valve communicat ng with a port in sald',

with a reciprocating member operating within a chamber therein, thechamber in the trip valve having communication with the chamberin thecontrol valve, said chamber in the control valve having a portcommunicating with the train line of said brake system. v

4:. In an automatic train stop, the combination of an air brake system,provided with an engineers valve' and a source of power havingaregulating means, of means for operating said brake system comprising atrip lalve communicating with a port in said and a control valve havingchambers therein communicating with said from the foregoing descriproadway Lfor operating said trip engineers valve and the trip valve, and

means operated by said trip valve-for conwith an engineers valve,'of"means for operating sa d brake'system, comprising atrip valvecommunicating with a port in said en- 7 .gineers valve, and a control.valve having opposite chambers therein, one of said chamberscommunicating with "a chamber in said eng'ineers valve'and the tripvalve, the other of said chambers communicating with said brake systemand means located along the valve.

. 6; In an automatic train stop, the combination with an air brakesystem provided with an .engineers valve, of means for operating saidbrake system, comprisinga trip valve having a chamber therein, means ofcommunication between said trip, valve and said engineers valve, and acontrol valve having ports communicating with said brake system and saidchamber in the trip valve, said trip valve having upper and lowerchambers therein, a dividing wall between sa'idchambers,-avalve in thedividing wall and'means for retarding the movement of said valve.

7.}In an automatic train stop, the combination with an air brake systemprovided with an engineers valve, of means for operating said brakesystem, comprising a trip valve having a chamber therein, means ofcommunication between said chamber and a chamber in saidengineers-valve, and'a control valve ;having a cylindrical chambertherein communicating with said trip valve,

a piston in said chamber and a valve operated by said piston adapted toopen and close a port in said brake system.

8. In an automatic train stop, the combination with an air brake systemprovided with an engineersvalve, of means for operating said-brakesystem, comprising a trip .valve'having a chamber therein, means ofcommunication between said chamber in the trip valve and a chamber inthe engmeers valve through a port when said engineers "alve is in fullrelease position,and a control valve having chambers therein andprovided with ports communicating with said brake system and saidchamber in the trip valve.

9. In an automatic train stop, the 'combi: nation with an air brakesystem provided with an engineers valve and a pressurereservoir, ofmeans for operatingsaid brake system, comprising a control valveprovided with a chamber having ports communicating with said brakesystem, and a trip valve provided with a port communicating with saidcontrol valves and having upper and lower chambers therein, a valvedividing system, comprising a .trip valve, means of communlcationbetween said trip valve and said pressure reservoir through saidengineers valve, a control valve provided with a chamber having portscommunicating with said brake system and said trip valve, said tripvalve being provided with upper and lower chambers thereln, a valved1v1d1ngsaid chambers, means 1n one of sald chambers adapted to retardthe movement of said valve, and means for operating said trip valve,comprising a trip lever, means for yieldingly holding the trip lever innormal position and means for transmitting movement from said trip leverto said trip valve.

11. In an automatic train stop, the combination with an air" brakesystem, providedwith an en 'neers valve of means for o era't- 7 ing saidbrake system, comprising a trip valve,

means of communication between-said trip valve and a chamber in saidengineers valve anda control valve provided with. a reciprocating memberoperating within a chamber therein, the chamber in the trip valve havingcommunication with the chamber in the controlvalve, said chamber in thecontrol valve being in direct communication with said brake system, andan alarm device having intermittent communication with said chamberinthe 'control valve.

12. In an automatic train stop, the combination with an air brake systemprovided w1th an engmeers valve, ofmeans for operating said brakesystem, comprising a trip valve communicating w1th said engineers valve,a control valve having chambers therein, one of said chamberscommunicatmg with the chambers in the said engmeers Valve, and thetr1pvalve,,another of said chambers communicating with said brakesystem, a housing for said trip valve, said trip valve being providedwith guide flanges which engage guideways in said housing and means forsecuring said trip valve w1thin the housing.

.13. In an automatic train stop, the combination with an air brakesystem provided with an engineers valve, of an automatic brake operatingsystem, comprising a trip valve, means of communication between saidtrip valve and a chamber in said engineers valve, a control valve, meansof communication between said control valve and' said trip valve, meansofcommunication between said control valve and said brake system,

and a pressure recording means for said brake operating system.

14. In an automatic train stop, the combination with an air brake systemprovided with an engineers valve and a source of power having aregulating means, ofmeans for operating said brake system comprising atrip valve communica'tlng w1th a port in said engineers valve and a 7control valve having chambers therein communlcatmg' with a chamoer insaid engineers valve-and with the trip' valve and means operated-by saidtripvalve'for controlling said power supplemental to said regulatingmeans comtriple valve and means ,for transmitting movement from said aircylinder to sand controlling means. i

This specification signed and witnessed this th day of May A. D. 1913. v

E. WINE. ,In the presence of 'R. HUNT,

Gno. G. LYNCH.-

1 prising an air cylinder, air reservoir and

